Vaporizing system for internal-combustion engines.



1.0000, VAPOR|Z|NG SYSTEM FOR INTERNAL QQMBUSUQN ENGINES. APPLICATION FILED; Al -@15 19H.

1,261,512. 1 atem 2,1918; 0

1i%g7"ZL g' 1 entrain fs'rnrns PATENT whim JOHN. GOOD, or BROOKLYN, NEW YonK, AssIGNon TO GOOD INVENTIOJSTSCQ, o BRQOKLYN, new YORK, A oonronn'rron' or NEW YOBK.

VAPORIZING SYSTEM FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Apr. 2,1918.

Application filed August 15, 1914. Seria1No-. 856,907.

T of the United States, residing 'in Brooklyn New York, have invented the following described Improvements in vaporizing Sys tems for Internal-Combustion Engines.

The invention-is an improvement in the method and. means of utilizing Vaporizers in the fuel supply systems of internal combustion engines, whereby .constant conditions of vaporization may be maintained through a wide range of speed variations and also whereby the engine may be controlled in accordance therewith and whereby various other objects are attained as will hereinaf-.

ter be made apparent to those skilled in this art. 1

More especially the invention concerns the control of a certain specialtype pf vaporizing apparatus in which the liquid fuel in the form of a thin extended film is vaporized by the scouring action of a high velocity but extremely shallow air current passing there over, and in connection with this type of vaporizer, the object'of the invention is to maintain the necessary velocity at low speeds and a proper velocity at all speeds without the necessity of adjustment of the vaporizing apparatus itself.

In the accompanying drawings, I have shown the invention applied to the type of vaporizer just referred to.

Figure 1 being a side elevation with the parts in section, and

Fig. 2 atop plan. g

The engine shown in the drawings has its intake port connected to the apparatus constituting and exemplifying this invention. The air supply, moving under the suction effect of the-engine, enters the said appara-' tus through an air check 1, passing thence over the fuel nozzle 2 into the valve 3, here- 'n termed the-primary valve. and moves hence through the-vaporizer -linto the intake pipe 5 which pipe is controlled by he cylinder intake valve 6. This valve (5 may be assumed to be a puppet valve in the present case, positively operated by th cam shaft 7 which is so timed as to open the passage through the intake pipe the cylinder, coincidently with the suction stroke of the engine. Fuel is supphed to the air through the nozzle 2 froma liquid. recepta'cleS in which the liquid fuel is maintained at a prede mined level by a float or otherwise, and is drawn through the nozzle by the inspirative eifect of the engine! The primary valve 3 in the present case is a rotary valve in the form of a taper curved, hollow shell shown in dotted lines in Fig. l, rotating on a corresl'iondin'gly curved 4 seat, the valve and seat being provided with.

spect to the cam shaft and other engine parts. The rod lei connected to the forked lever serves as an operating member, man

ual or otherwise, for controlling the angu-- lar position of the valve member with respect to the engine.

The vaporizing appznratus l comprises a shallow, extendedvaporizing chamber formed between. two nested shells or bowlshaped wall .niembers l5 and 16. The mixture of fuel particles and air moving from the valve 3 through the introducing pipe l7, receives a whirling motion from the curved or inclined ianes 1S, and after passing through one or more Venturi constrictions, impinges upon the central part of the floor of such chamber, spreading out and movin with considerable velocity upwardly am outwardly to the annular space 19 from. whence it is conducted by the'pipes 20 to the intake pipe 5. The upper wall or roof member of the vaporizing chamber is telescopically related to its supporting parts in such way that it may be raised or lowered by means of the rod ill. to adapt the capacity of the shallow chamber to the particular engine conditions. Such adjustment of the rod can. accomplished by manipulation of the nut 22 and when once set is permanent. By reason of the velocity and direction of the fluid and the shallowness of the vaporizing chamber, a very thin extended film of liquid formed therein, extending outwardly and upwardly from the central part of the chamber and over which the shallow air current passes at high velocity and with a scouring action which is found to be ing by thechamber 25 and outlet 26.

The eflectiveness of the said vaporizing apparatus depends in part upon the velocity of the air current inasmuch as a too rapid current might pick up and carry solid particles of liquid into the engine and a too slow current. would allow the liquid to accumulate in pools in the chamber and possibly deteriorate therein. The progressive cross sectional area of the shallow chamber is such as to give a substantially constant velocity at all points through it and the adjustment of the movable wall 'predetermines that velocity for the for the evaporative effect.

normal or a given engine speed. At lower speeds, the velocity through the vaporizer is maintained by the control of the timing of the valve 3 by means of the control rod 14 above described. Vhen the open period of the'primary valve 3 coincides with that of the cylinder intake valve 6, the chamber velocity may be such as will suit the highest normal engine speed. For lower speeds the opening of the primary valve is retarded relatiyely to the valve 6 and thereby the rarefaction established in the vaporizer and engine, during the initial partof the suction stroke, accelerates the ,movement of the air as soon as the valve opens. According as the retardation is much or little, the relative increase of velocity of flow is greater or less and conforms itself to the engine speed so as to remain between those critical -maximum and minimum limits of velocity best suited Conversely, the retardation of the primary valve affects the movement or weight of the fuel and air passing to the engine, this being due to the fact that the cam actuated valve 6 closes in any event at the end of the suction stroke even though the primary valve may continue open for some period thereafter. Asa consequence, it will be observed that the control rod 14 serves as a means for controlling the speed of the engine in the place of the usual throttle or other control member while the conditions of vaporization are coincidently and automatically preserved as already explained. It is to be understood however,

- that the said control member 14 need .not

necessarily be the sole means of controlling the engine and that it may be used in conjunction with other controls without afiecting the principle of operation above do scribed. The endwise shiftable, spiral gear ll constitutes a convenient means of producing the retardation or lag of the primaryv valve 3, while the engine is running, but it will be evident that other means to the same end-can be utilized with like effect. It will also be discovered that the rarefaction resulting from the retardation of the said valve promotes the ev'aporiza'tion within the shallow chamber, and that it is desirable to promote the same as the velocity tends to diminish. In the resence of the rarefaction, even a less velocity might be sufiicient.

l/Vhil'e I have illustrated and specifically described a particular structure of surface evaporizer, I do not intend to confine the scope of this patent thereto and wish it to be understood that. other and diiferent structures utilizing the same principles may be substituted therefor without departing from the spirit and scope of the following claims.

I claim:

1. The combination with an internal combustion engine, a vaporizer therefor comprising an extended film supporting surfaceand means for passing a' high velocity air current thereover, means for adjusting the cross-sectional area of the vaporizer passage for different normal air velocities,-an.d means independent of the said adjusting means for maintaining predetermined velocities of the air at speeds less than normal.

2. The combination in an internal combustion engine having a cylinder intake valve and another valve, both automatically operated and interposed in the intake passage of the engine, a surface vaporizer be tween such valves, and means-for varying the open periods of said valves relatively to each other.

3. The combination in an internal co mbustion engine having a cylinder intake valve and another valve, both interposed in the intake passage of the engine, of means for changing the open period of one of said valves relatively to the other com rising a pair of spiral gears, and a device for shifting one of such gears relatively to its mate.

4. The combination in an internal combustion engine, of a surface vaporizer therefor comprising a vaporizing chamber and means whereby the liquid fuel in the form of a thin extended film is vaporized therein by the scouring action of a high velocity but extremely shallow air current,' and means for varying the degree of rarefaction 'in the said chamber under varyingloads theintake passage, an engineoperated valve controlling the entrance of air to the vaporizer, and means for varying the relative timing of said valves to maintain high intake velocity at low engine speeds.

6. A surface vaporizer comprising substantially bowl-shaped members, one within .the other, with a shallow passage between their walls, means for admitting fuel and air to said passage, the air current entering centrally and finding its exit adjacent the outer portion of the passage, and means for effecting relative adjustment between said bowl-shaped members, in combination with an engine-operated, valve for opening and closing the air inlet to the vaporizer, and means for varying the time of Opening of said valve.

said engine driven valve, with reference to the open period of said intake valve.

In testimony whereof, I have signed this specification in the presence of two witnesses.

v JOHN GOOD. Witnesses G. L. TRAUT, A. TAYLOR. 

